Control apparatus for electric vehicle

ABSTRACT

In a control apparatus for an electric vehicle there are provided a first inverter that drives a motor; a second inverter that supplies electric power to a load; a power storage unit that supplies electric power to the first and second inverters; and a load control unit that can control a load amount, in accordance with a power storage amount in the power storage unit, or a condition amount thereof. The load control unit can perform control of an air blower, an air conditioner, and a ventilator, for example, stopping part or all of them.

TECHNICAL FIELD

The present invention relates to a control apparatus for aninverter-driven electric vehicle, and particularly to a controller foran inverter-driven electric vehicle equipped with a power storage unitthat is charged with DC power and from which DC power is discharged.

BACKGROUND ART

In recent years, with regard to an inverter-driven electric vehicle,there has been known a battery-driven electric vehicle in which a powerstorage unit formed of a power storage device such as a battery ismounted, and electric power can be supplied from the power storage unitto an inverter that controls a motor for driving the wheels, so that theelectric vehicle can travel even in a section where no overhead line isinstalled (for example, refer to Patent Document 1).

Recently, development of power storage devices such as a secondarybattery and an electric double-layer capacitor has been being carriedout actively, and the power storage amount has been enlarged; however,in order to obtain the electric-power amount large enough to make anelectric vehicle travel, the current technology requires a considerablylarge and heavy power storage unit. In this regard however, because themounting space in an electric vehicle is limited, it is required tosuppress as much as possible the size and the mass of a power storageunit; thus, it is likely to difficult to ensure an ample power storageamount. Therefore, it is indispensable to effectively utilize limitedstorage power.

On the other hand, as an application example of electric vehicle thattravels in a section where no overhead line is installed, for example, asuburban train has attracted attentions; by enabling an electric vehiclefor a suburban train to travel by means of electric power from the powerstorage unit, overhead lines of part of the sections of an existingroute can be removed, whereby overhead lines and support posts becomeunnecessary; therefore, the landscape is improved. In particular, in theroute provided in the vicinity of a historic building or a scenic spot,the merit of removing the overhead lines and support posts isconsiderable in terms of the landscape. Moreover, in the case where anexisting route is extended, only the lines may be extended withoutinstalling overhead lines, as long as the extension distance is notlong; thus, there is produced a merit in which the construction costscan be reduced and the construction period can be shortened.

However, because sharing the travel path with an automobile, thesuburban train is affected by a traffic jam or the like; therefore, theoperational condition of the foregoing suburban train differs from thatof an electric vehicle, on an ordinary rail-way route, that can travelin accordance with a predetermined time schedule, for example, in such away that the travel time or the stoppage time in the section where nooverhead line is installed is prolonged.

Accordingly, it is required that the capacity of the power storage unitis estimated with a margin, on the assumption that the travel time orthe stoppage time in a section where no overhead line has been installedis prolonged; therefore, there exists a problem that a capacity largerthan the capacity that is ordinarily required is necessary. Moreover, inthe case where, due to a heavy traffic jam, an electric vehicle isforced to stop for a long time, the air conditioner (a cooling apparatusand a heating apparatus) mounted in the electric vehicle consumeselectric power stored in the power storage unit, whereby the electricpower becomes insufficient to make the electric vehicle travel, and thenthe electric vehicle cannot travel any longer; therefore, it isconceivable that the electric vehicle comes to a standstill in a sectionwhere no overhead line is installed.

Patent Document 1: Japanese Patent Application Laid-Open No. 2006-101698(refer to FIG. 9 and Paragraph [0026])

DISCLOSURE OF THE INVENTION

Problems to be Solved by the Invention

The present invention has been implemented in order to solve theforegoing problems; the objective thereof is to provide anelectric-vehicle controller that can ensure an electric-power amountthat enables an electric vehicle to travel to a section where overheadlines are installed, even in the case where the electric vehicle staysin a section where no overhead line is installed, for a time longer thana preliminarily assumed time.

Means for Solving the Problems

An electric-vehicle controller according to the present invention isprovided with a first inverter that drives a motor; a second inverterthat supplies electric power to a load; and a power storage unit thatsupplies electric power to the first and second inverters. Theelectric-vehicle controller is characterized by including a load controlunit that can control a load amount, in accordance with a power storageamount in the power storage unit or a condition amount thereof.

Advantages of the Invention

An electric-vehicle controller according to the present invention canensure an electric-power amount that enables an electric vehicle totravel to a section where overhead lines are installed, even in the casewhere the electric vehicle stays in a section where no overhead line isinstalled, for a time longer than a preliminarily assumed time.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram illustrating an example of the configuration of anelectric-vehicle controller according to Embodiment 1 of the presentinvention;

FIG. 2 is a diagram illustrating an example of the configuration of aload control unit according to Embodiment 1 of the present invention;

FIG. 3 is a chart representing the operations, in a cooling state, of anair blower, an air conditioner, and a ventilator according to Embodiment1 of the present invention; and

FIG. 4 is a chart representing the operations, in a heating state, of anair blower, an air conditioner, and a ventilator according to Embodiment1 of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiment 1

FIG. 1 is a diagram illustrating an example of the configuration of anelectric-vehicle controller according to Embodiment 1 of the presentinvention. In FIG. 1, an electric-vehicle controller 20 is configured insuch a way as to be able to receive electric power through an overheadline 1, a pantograph 2, a wheel 3, and a rail 4; the electric-vehiclecontroller 20 can drive a motor 6 and can supply electric power to loadssuch as an air blower 11, an air conditioner 12, and a ventilator 13. Inaddition, FIG. 1 illustrates a case in which an electric vehicle travelsin a section where no overhead line 1 is installed.

The electric-vehicle controller 20 is configured with avariable-voltage, variable-frequency (VVVF) inverter 5 that drives themotor 6; a power storage unit 7 connected with a DC-to-DC converter 8; acontrol unit 9 that controls the power storage unit 7 and the DC-to-DCconverter 8; and a constant-voltage, constant-frequency (CVCF) inverter10 that supplies electric power to the air blower 11, the airconditioner 12, and the ventilator 13, which are the foregoing loads. Inthe control unit 9, there is provided a load control unit 9A thatmeasures the power storage amount in the power storage unit 7 andcontrols the amount of loads for the foregoing loads. In addition,although not illustrated, the CVCF inverter 10 supplies electric poweralso to loads such as fluorescent lamps and broadcasting apparatuses;however, because the power consumption by the foregoing loads is small,the explanations therefor are omitted. The power storage unit 7 isformed of a power storage device such as an electric double layercapacitor or a secondary battery; in the current technology, the powerstorage amount is limited to approximately 50 kWh, due to restriction onthe mounting space.

FIG. 2 is a diagram illustrating an example of the configuration of theload control unit 9A according to Embodiment 1 of the present invention.As illustrated in FIG. 2, the load control unit 9A is provided in thecontrol unit 9, measures the power storage amount (referred to as SOC,hereinafter) in the power storage unit 7, and compares the SOC withsetting values LV0, LV1, and LV2. In accordance with the result of thecomparison, the load control unit 9A outputs control signals FNC, ACC,and VTC, and the control signals FNC, ACC, and VTC are inputted to theair blower 11, the air conditioner 12, and the ventilator 13,respectively, so that the operations of the air blower 11, the airconditioner 12, and the ventilator 13 can be controlled. The specificcontrol logic will be described later with reference to FIGS. 3 and 4.“SOC” is the abbreviation of “State of Charge” that denotes theproportion of the power storage amount with respect to the amount offull charge. In the case where half of the power storage amount isconsumed, SOC is 50%, and in the case where the power storage amount isfully discharged, SOC is 0%. The SOC can be calculated based on theterminal voltage of the power storage unit 7 or the charging/dischargingcurrent; as publicly known technologies, there exist various kinds ofconfigurations.

The present invention is characterized in that, in accordance with thepower storage amount in the power storage unit 7, the control unit 9 candirectly or indirectly control the air blower 11, the air conditioner12, and the ventilator 13.

The direct control configuration denotes, as illustrated in FIG. 1, aconfiguration in which the load control unit 9A of the control unit 9directly feeds the control signals FNC, ACC, and VTC to the air blower11, the air conditioner 12, and the ventilator 13, respectively; theindirect control configuration denotes a configuration in which, inaddition to the control unit 9, there is provided a vehicle managementcontrol apparatus (unillustrated) that can collect information on theapparatuses in the vehicle and control the apparatuses, and in thevehicle management control apparatus, there is provided a load controlunit 9A that inputs information on the power storage amount, and thenthe air blower 11, the air conditioner 12, and the ventilator 13 arecontrolled by the intermediary of the load control unit 9A.

As the configuration of the present invention, either the direct controlconfiguration or the indirect control configuration may be adopted. Inaddition, there may be adopted a configuration in which the air blower11, the air conditioner 12, and the ventilator 13 each access thecontrol unit 9 or the load control unit 9A in the vehicle managementcontrol apparatus, autonomously comprehend the power storage amount, andthen control the operation conditions thereof. In sum, the presentinvention is configured in such a way that, in accordance with the powerstorage amount in the power storage unit 7, the load control unit 9A cancontrol the air blower 11, the air conditioner 12, and the ventilator13.

The operation of the electric-vehicle controller 20 configured asdescribed above will be explained with reference to FIG. 1. In the casewhere an electric vehicle travels in a section where overhead lines havebeen installed, operation of the electric vehicle is performed in such away that the control unit 20 in the electric vehicle 20 receives DCpower across the overhead line 1 and the rail 4, via the pantograph 2and the wheel 3; the VVVF inverter 5 drives the motor 6; and the CVCFinverter 10 supplies electric power to the air blower 11, the airconditioner 12, and the ventilator 13. In contrast, in the case wherethe electric vehicle travels in a section where no overhead line hasbeen installed (in the case illustrated in FIG. 1), operation of theelectric vehicle is performed in such a way that, by use of electricpower stored in the power storage unit 7 disposed in theelectric-vehicle controller 20, the VVVF inverter 5 drives the motor 6,and the CVCF inverter 10 supplies electric power to the air blower 11,the air conditioner 12, and the ventilator 13.

In addition, charging of the power storage unit 7 may be performed bythe intermediary of the DC-to-DC converter 8 while an electric vehicletravels in a section where overhead lines have been installed, or,although not illustrated, the charging may be performed by theintermediary of an external charging apparatus, for example, while theelectric vehicle is in a standstill at a station; alternatively, thepower storage unit 7 may be replaced by a power storage unit that hasalready been charged; i.e., the charging method is not limited.

In FIG. 1, the air conditioner 12 is a generic name for a coolingapparatus and a heating apparatus, which are apparatuses for maintainingthe temperature in each of the cars of an electric vehicle to be acomfortable temperature. As publicly known, a cooling apparatus isconfigured in such a way that a motor drives a compressor to circulate arefrigerant so that heat can be transported; a cooling apparatus isconfigured in such a way as to absorb heat in a car through anin-vehicle heat exchanger (so called an evaporator), and to radiate heatabsorbed through an out-vehicle heat exchanger (so called a condenser).It is also well known that the in-vehicle heat exchanger and theout-vehicle heat exchanger positively circulate air through anin-vehicle fan (so called an evaporator fan) and an out-vehicle fan (socalled a condenser fan), respectively. The configuration of a heatingapparatus is also publicly well known; a heating apparatus is formed ofa heating wire, a semiconductor heater, or the like. In addition, theremay be adopted a heat-pump heating apparatus that is configured in a wayreverse to the way in which a cooling apparatus is configured andtransports external heat to the inside of the car.

In this situation, the power consumption amount of the air conditioner12 (a cooling apparatus and a heating apparatus) will be explainedbelow. The power consumption of a cooling apparatus mounted in a singlecar of a common suburban train is approximately 15 kW. Accordingly, inthe case where the cooling apparatus is fully operated, the powerconsumption amount of the cooling apparatus is approximately 15 kWh. Inparticular, the power consumption of a motor that drives a compressor isapproximately 10 kW and accounts for nearly all of the whole powerconsumption; the power consumption of each of the out-vehicle fan andthe in-vehicle fan is approximately several tens watts to hundred wattsand accounts for only small proportion of the whole power consumption.The power consumption of a heating apparatus mounted in a single car ofa common suburban train is nearly the same as the foregoing powerconsumption; therefore, even in the case where the heating apparatus isfully operated in winter, the power consumption amount thereof isapproximately 15 kWh. In other words, the air conditioner 12 consumes anelectric power amount of approximately 15 kWh in summer as well as inwinter.

On the other hand, as described above, the power storage amount of thepower storage unit 7 is approximately 50 kWh; therefore, in the casewhere only the air conditioner 12 is fully operated, all the electricpower stored in the power storage unit 7 is consumed in 3.3 (=50 kwh/15kWh) hours. In fact, if all the power storage amount of the powerstorage unit 7 is discharged, the secondary battery included in thepower storage unit 7 is deteriorated permanently; thus, the maximumallowable discharge amount is approximately 70% of the whole capacity.Accordingly, the time period in which the power storage amount has beenconsumed to an extent such that the secondary battery is notdeteriorated permanently is 2.3 (=3.3 hours×0.7) hours.

In addition, the air blower 11 is a so-called electric fan provided in acar; the ventilator 13 is an apparatus that discharges in-vehicle air tothe outside of a car and takes in out-vehicle fresh air into a car. Therespective power consumptions thereof are approximately several tenswatts and considerably small compared with the power consumption of theair conditioner, i.e., one-hundredth thereof or smaller. In the casewhere, as the air conditioner 12, a cooling apparatus is considered, thepower consumption of an in-vehicle fan incorporated in the coolingapparatus is considerably small, e.g., several tens watts to hundredwatts, as described above.

Next, the electric power amount required for a car to travel will beexplained below. The rated output of the motor 6 in a common suburbantrain is approximately 120 kW; thus, the time period in which the powerstorage amount has been consumed to an extent such that the secondarybattery is not deteriorated permanently is approximately 17.5 minutes(=50 kWh×0.7/120 kWh). As described above, it can be seen that theelectric power amount consumed by the air conditioner 12 exceeds 16% ofthe electric power amount required for a car to travel, i.e.,considerably large.

Even in the case where an electric vehicle is in a stop state, the airconditioner 12 continues to consume electric power in order to maintainthe in-vehicle temperature.

Accordingly, it is required that the capacity of the power storage unit7 mounted in an electric vehicle is estimated with a margin, on theassumption that the travel time or the stoppage time in a section whereno overhead line has been installed is prolonged; therefore, thereexists a problem that a capacity larger than the capacity that isordinarily required is necessary. Furthermore, in the case where, due toa heavy traffic jam, an electric vehicle is forced to stop for a longtime, the air conditioner 12 mounted in the electric vehicle consumeselectric power stored in the power storage unit 7, whereby the electricpower amount required for the electric vehicle to travel becomesinsufficient, and then the motor 6 cannot be driven; therefore, it isconceivable that the electric vehicle comes to a standstill in a sectionwhere no overhead line is installed.

Accordingly, in order to solve the foregoing problems, the presentinvention is configured in such a way that, in accordance with the SOCin the power storage unit 7, the air conditioner 12, the air blower 11,and the ventilator 13 are controlled. A specific control method will beexplained below. FIG. 3 is a chart representing the operations of theair blower 11, the air conditioner 12, and the ventilator 13 accordingto Embodiment 1 of the present invention. FIG. 3 represents a state inwhich, in summer, the air conditioner 12 (a cooling apparatus) is inoperation, a traffic jam or the like causes the electric vehicle to bein a stop state for a long time in a section where no overhead line 1 isinstalled, and hence the SOC lowers gradually. As represented in FIG. 3,when the SOC in the power storage unit 7 becomes smaller than a firstsetting value LV0, the load control unit 9A changes the operation modeof the air conditioner 12 from powerful operation mode to slightoperation mode, through the signal ACC. As a result, because the powerconsumption amount is reduced, the reduction rate of the SOC becomessmall.

When the SOC becomes further smaller, i.e., smaller than a secondsetting value LV1, the load control unit 9A stops the operation of theair conditioner 12, through the signal ACC. At the same time, in orderto maintain the in-vehicle temperature environment, the air blower 11 isactivated through the signal FNC, and in order to prevent the in-vehicletemperature from rising, the ventilator 13 is operated through thesignal VTC. In this situation, the air conditioner 12 may be operated insuch a way that the motor for the compressor and the out-vehicle fan arestopped, and the operation of the in-vehicle fan whose power consumptionis sufficiently small is continued. In such a way as described above, atleast air blowing into the inside the vehicle can be performed;therefore, the minimally necessary comfortability in the vehicle can bemaintained, when the SOC becomes further smaller, i.e., smaller than athird setting value LV2, the load control unit 9A stops the operation ofthe air blower 11, through the signal FNC, and operates only theventilator 13. It is preferable that, in order to suppress the rise ofthe in-vehicle temperature from increasing, the operation of theventilator 13 is continued even when the SOC lowers.

FIG. 4 is a chart representing the operations of the air blower 11, theair conditioner 12, and the ventilator 13 according to Embodiment 1 ofthe present invention. FIG. 4 represents a state in which, in winter,the air conditioner 12 (a heating apparatus) is in operation, a trafficjam or the like causes the electric vehicle to be in a stop state for along time in a section where no overhead line 1 is installed, and hencethe SOC lowers gradually. As represented in FIG. 4, when the SOC in thepower storage unit 7 becomes smaller than a first setting value LV0, theload control unit 9A changes the operation mode of the air conditioner12 from powerful operation mode to slight operation mode, through thesignal ACC. As a result, because the power consumption amount isreduced, the reduction rate of the SOC becomes small. When the SOCbecomes further smaller, i.e., smaller than a second setting value LV1,the load control unit 9A stops the operation of the air conditioner 12,through the signal ACC. In addition, it is preferable that the airblower 11 is stopped because it is not necessary in winter, and theventilator 13 is also stopped when ventilation is not required.

In addition, the first, second, and third setting values LV0, LV1, andLV2 described above may be predetermined constant values, or variabledepending on the conditions. For example, in the case where the first,second, and third setting values LV0, LV1, and LV2 are made variabledepending on the time that is necessary for an electric vehicle to reacha section where overhead lines are installed and the remaining distance,the operation of the air conditioner 12 can maximally be ensured,whereby the in-vehicle environment can be maintained longer.Additionally, it goes without saying that, even in the case where thepower storage amount SOC in the power storage unit 7 is smaller than thefirst setting value LV0, the second setting value LV1, or the thirdsetting value LV2, the operation of the air conditioner 12 is resumed,or returned to powerful operation, as long as the vehicle has reached asection where overhead line 1 is installed and can be receive electricpower from the overhead line 1. Information on whether or not thevehicle can receive electric power from the overhead line 1 may beinputted to the load control unit 9A, or it may be determined by theload control unit 9A that the vehicle receives electric power from theoverhead line 1 because the SOC in the power storage unit 7 increases.

As described above, even in the case where an electric vehicle stops fora long time in a section where no overhead line is installed, theconsumption, by the air conditioner 12, of the power storage amount issuppressed in order to suppress the SOC in the power storage unit 7 fromdecreasing, so that it is made possible to maintain the in-vehicletemperature environment as much as possible and to ensure an electricpower amount necessary for an electric vehicle to travel. As a result,by ensuring an electric power amount necessary for an electric vehicleto travel, it is made possible to make the electric vehicle travel to asection where overhead lines are installed. Moreover, it is not requiredto leave a large margin in the power storage amount in the power storageunit 7 in preparation against a long stoppage in a section where nooverhead line is installed; therefore, the power storage unit 7 can bedownsized to a critical mass.

In embodiment 1, the air conditioner 12 is controlled step by step inaccordance with three modes, i.e., a powerful operation mode, a slightoperation mode, and a stoppage mode; however, continuous control fromthe powerful operation mode to the stoppage mode may be adopted. The airblower 11 and the ventilator 12 are operated in the case where the SOCbecomes smaller than the second setting value LV1; however, because, asalready described, the power consumptions thereof are small, the airblower 11 and the ventilator 12 may be operated even in the case wherethe SOC is the same as or larger than the second setting value LV1.

In FIG. 1, the electric-vehicle controller 20 is configured in such away that the load control unit 9A that controls the air blower 11, theair conditioner 12, and the ventilator 13 is incorporated in the controlunit 9 that controls the DC-to-DC converter 8 and the power storage unit7, and the power storage amount in the power storage unit 7 istransmitted to the load control unit 9A; however, the present inventionis not limited thereto. The load control unit 9A may be incorporated inan unillustrated control unit of the VVV inverter 5, in an unillustratedcontrol unit of the CVCF inverter 10, or in a control unit(unillustrated) that incorporates the respective control units of theVVV inverter 5 and the CVCF inverter 10.

Alternatively, information on the SOC may be transmitted to a vehiclemanagement control apparatus (unillustrated) having a function ofcollecting respective information items on the operations of apparatusesin the vehicle and controlling the apparatuses in accordance of thecircumstances. On the other hand, there may be adopted a configurationin which the air blower 11, the air conditioner 12, and the ventilator13 each access the load control unit 9A or the vehicle managementcontrol apparatus, autonomously comprehend the SOC, and then control theoperation conditions thereof.

In addition, in Embodiment 1, the loads are controlled through the powerstorage amount SOC in the power storage unit 7; however, for example,the power storage amount can be calculated through the condition amountsuch as the voltage of the power storage unit 7. As an example, anelectric double layer capacitor that is suitable to be used as the powerstorage unit 7 can provide the possibility of readily calculating thepower storage amount based on the voltage across it. Accordingly,Embodiment 1 is not limited to a configuration in which the load controlis performed through the SOC; it goes without saying that there can alsobe performed a configuration in which the SOC is replaced by the voltageor the like of the power storage unit 7.

In FIG. 1, as the electric-vehicle controller 20, there is illustratedan apparatus configuration that includes the VVVF inverter 5, theDC-to-DC converter 8, the power storage unit 7, the CCF inverter 10, andthe control unit 9 having the load control unit 9A; however, asdescribed above, in the case where the load control unit 9A is providedin the vehicle management control apparatus (unillustrated) or in atleast one of the air blower 11, the air conditioner 12, and theventilator 13, the load control unit 9A in that apparatus is included inthe electric-vehicle controller 20. In sum, as long as at least one ofthe air blower 11, the air conditioner 12, and the ventilator 13 can becontrolled in accordance with the power storage amount in the powerstorage unit 7 or the condition amount thereof, any kind of systemconfiguration may be adopted; thus, the present invention is not limitedto the configuration illustrated in FIG. 1. In addition, in the casewhere the load control unit is provided in an apparatus different fromthe control unit, the power storage amount SOC in the power storage unitor the condition amount thereof is transmitted from the power storageunit to the load control unit, in a direct manner or via the controlunit or another apparatus.

In addition, in Embodiment 1, the foregoing explanation has beenimplemented in consideration of application of the electric-vehiclecontroller 20 to a suburban train; however, it goes without saying thatthe application field is not limited thereto, and the present inventioncan be applied to various kinds of moving bodies, such as an automobileand an elevator, that utilize energy storage. The configurationsdescribed in the foregoing embodiment are examples of the aspects of thepresent invention and can be combined with other publicly knowntechnologies; it goes without saying that various features of thepresent invention can be configured, by modifying, for example,partially omitting the foregoing embodiments, without departing from thescope and spirit of the present invention.

The invention claimed is:
 1. A control apparatus for an electric vehicle, comprising: a first inverter that supplies electric power to a motor that drives a vehicle; a second inverter that supplies electric power to a load mounted in the vehicle; a power storage unit that supplies electric power to the first and second inverters; and a load control unit that selectively operates an air conditioner, a ventilator, and an air blower that are included in the load so as to maintain an in-vehicle temperature environment, in accordance with a power storage amount in the power storage unit or a condition amount and a predetermined setting value thereof, wherein the setting value consists of a first setting value and a second setting value that is smaller than the first setting value; and wherein, in the case where the power storage amount becomes smaller than the first setting value, the air conditioner is slightly operated, and in the case where the power storage amount becomes smaller than the second setting value, the air conditioner is stopped, and at least one of the ventilator and the air blower is operated.
 2. A control apparatus for an electric vehicle, comprising: a first inverter that supplies electric power to a motor that drives a vehicle; a second inverter that supplies electric power to a load mounted in the vehicle; a power storage unit that supplies electric power to the first and second inverters; and a load control unit that selectively operates an air conditioner, a ventilator, and an air blower that are included in the load so as to maintain an in-vehicle temperature environment, in accordance with a power storage amount in the power storage unit or a condition amount and a predetermined setting value thereof, wherein the setting value is made variable depending on a time that is necessary for the vehicle to reach a section where overhead lines are installed and a distance between the present position of the vehicle and the section.
 3. The control apparatus for an electric vehicle according to claim 1, wherein, in the case where the vehicle can receive electric power from an overhead line, the load control unit resumes ordinary operation of the load, regardless of the power storage amount and the setting value.
 4. The control apparatus for an electric vehicle according to claim 1, wherein the load control unit is provided in a control unit that controls the power storage unit.
 5. The control apparatus for an electric vehicle according to claim 1, wherein the load control unit is provided in a vehicle management control apparatus that collects information items on apparatuses in a vehicle and controls the apparatuses.
 6. The control apparatus for an electric vehicle according to claim 1, wherein the load control unit is provided in at least one of an air conditioner, an air blower, and a ventilator that are included in the load.
 7. The control apparatus for an electric vehicle according to claim 1, wherein the load control unit is an apparatus that is different from the control unit that controls the power storage unit, and the power storage unit transmits a power storage amount therein or a condition amount thereof to the load control unit.
 8. An control apparatus for an electric vehicle comprising: a first inverter that supplies electric power to a motor that drives a vehicle; a second inverter that supplies electric power to a load mounted in the vehicle; a power storage unit that supplies electric power to the first and second inverters; and a load control unit that controls the load in accordance with a power storage amount in the power storage unit or a condition amount thereof, wherein the load control unit stops a compressor driving motor and an out-vehicle fan that are incorporated in an air conditioner as the load, and operates an in-vehicle fan, in accordance with a power storage amount or a condition amount.
 9. The control apparatus for an electric vehicle according to claim 8, wherein the load control unit is provided in a control unit that controls the power storage unit.
 10. The control apparatus for an electric vehicle according to claim 8, wherein the load control unit is provided in a vehicle management control apparatus that collects information items on apparatuses in a vehicle and controls the apparatuses.
 11. The control apparatus for an electric vehicle according to claim 8, wherein the load control unit is provided in at least one of an air conditioner, an air blower, and a ventilator that are included in the load.
 12. The control apparatus for an electric vehicle according to claim 8, wherein the load control unit is an apparatus that is different from the control unit that controls the power storage unit, and the power storage unit transmits a power storage amount therein or a condition amount thereof to the load control unit.
 13. The control apparatus for an electric vehicle according to claim 2, wherein, in the case where the vehicle can receive electric power from an overhead line, the load control unit resumes ordinary operation of the load, regardless of the power storage amount and the setting value.
 14. The control apparatus for an electric vehicle according to claim 2, wherein the load control unit is provided in a control unit that controls the power storage unit.
 15. The control apparatus for an electric vehicle according to claim 2, wherein the load control unit is provided in a vehicle management control apparatus that collects information items on apparatuses in a vehicle and controls the apparatuses.
 16. The control apparatus for an electric vehicle according to claim 2, wherein the load control unit is provided in at least one of an air conditioner, an air blower, and a ventilator that are included in the load.
 17. The control apparatus for an electric vehicle according to claim 2, wherein the load control unit is an apparatus that is different from the control unit that controls the power storage unit, and the power storage unit transmits a power storage amount therein or a condition amount thereof to the load control unit. 